Gas-engine.



0. 0. DURYEA & M. 0. WHITE.

GAS ENGINE.

APPLIOATION FILED MAY 24, 1905.

hm MRWII NM M d m W W w WiMsasw- Wm WM 0. G. DURYEA & M. 0. WHITE.

GAS ENGINE;

APPLICATION FILED MAY 24, 1905.

Patented June 13, 1911.

5 SHEETS-SHEET 2.

GAS ENGINE.

. 4 flw n 3. mm a L m m w m m a 1 S 7 m N M W 2v m w 1 a M m 6 %1\ v m vw \T m NR Q Q E QT iii W xv M m saw tw m MQQNWN W E Q M Q g 8 g in r n mNQ why M" QNN w. Q ww m mum R mm E/ W Y R R W A H .1 mum gm G W w fix ifW H mm QM 4 m H mm M Q1 m o Mun .u m M mn M m6 RN .1 N w k w. mm a x @mav QQN km wb mm WN SN .w% m D i 5w SN NM \Q N MN Q 9 g 9 WW 0. c. DURYEA& M. 0. WHITE. GAS BNGIN'E.

APPLICATION FILED MAY 24, X005. 995,062. Patented June 13, 1911. I 5SHEETS-SHEET 5.

mains s'raraagnnT FFICE.

OTI-IO C. DlZTRYEA AND MORRIS C. W/VHITE, OF LOS ANGELES, CALIFORNIA,ASSIGNORS TO DURYEA-WHITE MACHINERY COMPANY, OF LOS ANGELES, CALIFORNIA,A. COR- PORATION OF CALIFORNIA.

GAS'ENGINE.

Specification of Letters Patent.

Patented J 11110 13, 1911.

Application filed May 24, 1905. Serial No. 261,962.

To all whom it may concern:

Be it known that we, O'ri-io C. Dunrna and Mourns 0. WHITE, bothcitizens of the a supply of compressed fluid for subsequently startingthe engine, and which is adapted to operate as an air or fluid pressureengine in starting up, preliminary to operating as aninternal-combustion engine, the result aimed at being to start theinternal-combustion engine by power-instead of by hand, and to combinethe mechanism for producing all these functions in a unitary mechanism,dispensing with extraneous niachines or air compressors, or the like.

Another object is to provide simple, manual controlling elements forregulating the mechanism to accomplish any of the three main functionsabove set forth, where by simply the setting of a lever in any one ofthe three definite positions will convert the engine into any one of thethree types mentioned.

Another object is to provide a simple and eiticient valve mechanismcapable of regulation to perform its duty when the engine operates as anlllieI'll{ll-(JOIIllNlStlOD engine, as a pumping engine, or as afluid-pressure engine.

Another object is to provide a novel and efficient three-way valvewhichmay be set to cooperatewith the engine for maintaining the proper How ofcompressed thud which is admitted to the engine when it is acting as apressure-operated engine; or for regulating the passage of fluid whichhas been compressed by the engine when operating as a pumping engine orcompressor; or which may be placed in conditlon to permit the engine tooperate as an inter-nah combustion engine.

Another object is to so combine the mechanism of the engine that itisconcentrated in compact form and housed and 'protected from injury, butwhich is accessible for inspection or regulation when necessary.

Other advantages of the invention will appear in the followingdescription.

The accompanying drawings illustrate the invention, and referringthereto Figure 1 is a plan view of the engine. Fig. 2 is a sideelevation of the engine with the nearest fly whcel removed. Fig: 3 is anenlarged vertical, longitudinal section taken on the line wa:". Fig. 1.Fig. t is an enlarged plan view of what is shown in Fig. 3 with part ofthe cylinder shown in horizontal section, the 1nagncto-box in horizontalsection, and the cam-box partially in horizontal section. Fig. 5 is aside elevation, showing portions of the frame in section, of thegovernor for controlling the movement of the operating rod. Fig. 6 is avertical sec- -tion enlarged through the three-way valve maybe used inplace of the form shown in detail in Figs. 6 and 7.

l designates the base upon which is mounted a cylinder 2, and havingjournals 3 in which is mounted a crank shaft l. The crank shal't t isconnected by a connecting rod 5 with a piston 6 within the cylinder .2.

On one side of the cylinder 2 is an explosion chamber 7 provided with aninlet valve 8 and an exhaust valve 9. The inlet valve 8 has a stem 10,and is held against its seat by a coil spring 11. Screwed in the endwall of the explosion chamber is a threaded bushing 12 having ahand-wheel l3, andslidable within the bushing 12 is a spring-block 1 Lbehind which is a coil compression spring 15. The spring-block l-t has arecess 16 into which a pin 17 projects, the latter extending from thebushing 19. The spring '15 normally holds the springblock it fullyextended, and under normal conditions the end of the inlet valve stem-10 rests against the spring-block 14-.

In order to facilitate the starting of the engine, the hand-whcel 19 maybe turned to advance the bushing and with it the spring block 1-1 whichwill lift the inlet valve from its seat, the spring 15 being stron orthan the spring 11, so that some gas wi l escape while starting theengine, which will allow the engine to be easily started. If the engineis turned over very slowly, all of the gas will pass out through thevalve, and if it is turned over very quickly the pressure will risesufiiciently to compress the spring 15 and shut the valve duringcompression, after which 1t will again open. lVhen the springblock 14 isextended,,as above described,t-he

recess 16 permits the'retraction of the spring- 1 air as it rushes intothe pipe 19 during the intake.

20 designates a vaporizer which may be attached to the pipe 18. i Ataper plug 21 is arranged in theupper wall of the explosion chamber 7,and mounted in the plug 21 is an igniter 22 which may be of anypreferred construction. The igniter 22 is operated by'a rod-23 which ispivoted to one arm of a bell-crank lever 24,

a coil spring 25 being attached to the other arm of the bell-cranklever24 and to a stationary lug 26. The bell-crank lever 24 has a lip 27.

The exhaust valve 9 has a stem 28 which is slidabl v mounted in a guide29 which is screwed to the side wall of the explosion chamber 7. Thestem 28 carries a spring retainer 30, and a coil spring 31 yieldinglyholds the exhaust valve 9 against its seat. An exhaustpipe 32 isconnected to the explosion chamber. A block 33 has a stem 34 mounted ina journal 35 and forms a swivelguide for one end of an operating rod 36,

the end of the latter lying adjacent the end of the exhaust valve stem28. Attached to the other end of the operating rod 36 is a carrier block37 having a cylindrical recess 38 and being mounted to slidelongitudinally or laterally in a guide 39. One end ofthe guide 39 has arecess 40, and a spring-retaining thimble 41 is arranged in the adjacentI end of the guide 39.

A compression spring 42 which encircles the operating rod 36 liespartially within the l lllnll'llti 41 and recess 38, and servesyieldingly to press the operating rod 36 toward the cam shaft 71. Theend of the carrierblock 37 is slotted and carries a roller 43. Thecarrier-block 37 is provided with a rectangular slot 44 into whichprojects a pin 45 which is carried by a regulating lever 46 pivoted to abolt 47', the regulating lever 46 46 being provided with a combinedoperat' ing and latch handle 48.

The upper face of the guide 39 is provided with three circular recesses49, of which in Figs. 1 and 4, two only may be seen, the third beingobscured by the handle 48. The three recesses 49 are designated S, P, R,the initials respectively standing for starting, pumping, ant running.The handle 48 has a verticalniovementrelative to the lever 46, beingyieldingly pressed down against the same by a' spring 50, while rigidlyattached to the handle 48 is a latch-pin drops the pin 51 into therecess. The handle 48 and the regulating lever 46 may thus be swung intoany one ofits three positions, and the pin 45 which lies within the slot44 will accordingly tilt the operating rod 36 upon its fulcrum, theswivel guide 33, the

latter swinging freely in the journal to accommodate this lateralmovement 'of the operating rod 36.

The guide 39 is formed of a lower member 52 which is preferably ea'stintegral with the base 1', and of an upper member 53 which is detachablyfastened to the lower member 52 by bolts 54, thus forming aremovablecover for the carrier-block and adjacent end of the operatingrod.

A magneto-box 55 is arranged-on the side of the cylinder adjacent theexplosion chainber 7 and comprises a lower member 56 which is preferablybolted to the cylinder 2, and an upper member 57 which may preferably bedetachably fastened to the lower member, thus forming a housing for themagneto and its adjacent mechanism. VVithin the magneto-box 55 is amagneto 58, the

armature of which is mounted on a shaft 49,

the shaft 59 having rigidly attached thereto the bell-crank lever 24,before described.

Pinned on the operating rod 36 is a block 60 to which is pivoted adetent 61 having a rearwardly-extending arm 62, a coil spring 63 bearingupon the top of the arm 62 and serving to tilt the detent 61 upwardly.The bleckGO has a threaded stem 64 upon which is screwed a sleeve 65which has a hand- .wheel 66 and a dial 67. The face of the hand-wheel 66has several recesses'68, either of which-is adapted to support a pin 69,there being a pin 70 projecting up-from the operating rod 36 againstwhich the pin 69 is adapted tostrike. The sleeve 6:") forms a timingdevice and its front edge rests against the undercut. end of the arm 62,and the elevation of the detent 61 may be regulated by screwingthetiming device along the threaded stem 64, the spring 63 yield-. inglyholding the arm 62 against the edge of the sleeve 65. The pin 69 may beset has another chamber 131 with which the pipe 117 communicates. Thechambers 130 and 131 communicate with each other through a port 132which is normally closed by a valve 133, there being a compressionspring 134 acting against the bottom of the valve 133 and holding itagainst its seat. The valve 133 has a stem 135 which lies Within acircumferential groove 136 formed in the plug 122, the groove 136 havinga cam face 137, so that when the plug 122 stands in the position shownin Fig. 7, the valve 133 is held against its seat by the spring 134;while by turning the plug 122 the cam face 137 will gradually depressthe stem 135 and open the valve 133.

The plug-122 has a passage 138 which gives communication of the pipe 119with the chamber 130 when the handle 127 stands at either P or S; whenthe handle 127 stands in the position shown in Fig. 2 at R,communication between the pipe 119 and the chamber 130 is cut off.

When the engine is operated by power derived from internal combustion inthe cylinder 2, the handle 127 is moved to R, as shown in Fig. 2, thusshutting off communication between the pipe 119 and the chamber 130, asclearly shown in Fig. 3; the valve 108 is also held retracted, the pin113 engaging in notch 112, as shown in Fig. 2, so that the stem 109 willnot be acted upon by the disk 66; the handle 48 is moved into positionB, so that the roller 43 cotiperates with the running cam 74. As thepiston moves through the working stroke, the inlet valve 8 and theexhaust valve 9 are both held against their seats, and the operating rod36 moves toward the cam shaft 71, being retracted by the spring 42. Uponthe return stroke the running cam 74 acting upon the roller 43, pushesforward the operating rod 36, and the end of the operating rod strikesagainst the end of the exhaust valve stem 28 and pressing the spring 31,opens the exhaust valve 9, thus permitting the exhaust gas to pass outthrough the pipe 32 as the piston 6 moves toward the head-end of thecylinder. As soon as the piston reaches this end of its stroke therunning cam 74 allows the operating rod 36. to be retracted by itsspring 42, and the spring 31 expands and closes the exhaust valve 9, andas the piston moves forward it sucks in a supply of fuel through thepipe 18, the inlet-valve 8 opening automatically and remaining openuntil the end of the suction stroke, and during the return orcompression stroke the inlet-valve 8 closes, and as the piston 6 movestoward the head end of the cylinder, it compresses the explosive fuelwithin the cylinder 2, the operating rod 36 being meanwhile movedforward by the running cam 74, and as soon as the detent 61 strikes thelip 27 it rocks the shaft 59, which gives a partial rotation of thearmature of the magneto and simultaneously therewith rocks thebell-crank lever 24 backward, expanding the spring and retracting therod 23; and as soon as the detent 61 rides from under the lip 27, atwhich point the position of all of the parts in Fig. 3 are shown, thespring 25 quickly reacts and pushes forward the rod 23, thus operatingthe igniter 22 and producing a spark in the combustion chamber whichignites the charge; thus, the igniter is not operated until the armaturehas reached its highest speed and has produced the requisite current;the piston is again moved through the working stroke, the running cam 74 permitting the operating rod 36 to be retracted by the spring 42.

As before stated, the cam shaft 71 revolves at one-half the speed of thecrankshaft 4 and the running cam 71 is so timed as to reciprocate theoperating rod 36 through alternate long and short strokes, giving it ashort stroke, terminating at the point shown in Fig. 3 without coming incontact with the valve stem 28, but sufiiciently long to .allow thedetent 61 to operate the igniting mechanism during the compressionstroke; during the exhaust stroke, the running cam 74 advances theoperating rod 36 through a much longer stroke and opens the exhaustvalve 28 as before described.

When the speed of the engine rises to a certain point the weights 91move out and their flanges 96, as they ride under the spring 95, depressthe governor-lever 89 so that the latter will catch the trip-plate 87and hold the operating-rod from retracting. This action takes place whenthe operating rod isin its forward position with exhaust full open andthe exhaust valve is thus held open, allowing air to be sucked into andforced out of the cylinder one or more times .until the speed of theengine has dropped sufficiently to allow the weights 91 to spring in topermit the spring to raise the-governor-lever 89 out of engagement withthe trip-plate 87, whereupon the operating-rod 36 is then retracted bythe spring 42 and resumes its functions of operating the igniter andexhaust valve at the proper intervals.

By turning the disk 66 so that the'pin 69 rests against one side of thepin 70, the detent 61 will be suspended at a relatively low elevationwhich will allow it to escape from the lip 27 and thus produce an earlyspark, while by turning the disk 66 so that the pm 69 rests against theother side of the pin 70,

' the elevation of the detent 61 will he at a higher point, and it willnot therefore escape from the lip 27 as soon, so that a late spark maybe produced; while sparks may be pro duced at intermediate points of thestroke by setting the disk 66 at any point intermediate of these twopositions, and by varying the position of the pin in the disk 66 aconsiderable range of regulation is at forded.

At the close of each run of the engine it is desirable to operate it asa pumping engine or compressor to compress air for starting it for thenext run, and during the operation of the engine as a pumping engine,the power is derived from the momentum of the fly-wheels which givessufiicient power for compressing an ample supply of air to be used forstarting.

In pumping, the handle 48 is moved to position P, over the middle recess49, which swings the operating rod 36 on its fulcrum, the swivel-guide33 placing the roller 43 against the pumping roller 76 so that as thecrank shaft is revolved by the momentum of the fly-wheels, the piston 6is reciprocated, but the operating rod is stationary so that neither theigniter nor exhaust valves are operated. The handle 127 is also placedin position P over the middle recess 129, which while partially turningthe plug 122 still affords, by the passage 138, communication of thepipe 119 with the main chamber 130, and thus the valve 133 is yieldin lyheld closed by the spring 134. The glo e valve 116 is opened, but thepin 113 is allowed to remain in engagement with the notch 112 so thatthe valve 108 is open. As the flywheels revolve by their momentum andturn the crank-shaft, the piston as it moves away from the cylinder headcreates a suction in the cylinder which causes the inlet-valve 8 toopen, the vaporizer 20 of course being shut off in the usual way byclosing the needle valve a, and air is sucked through the pipes 19 and.18 into the explosion cham- I her and thence into the cylinder, so thatppon the return strokeof the piston'the air is compressed, the valve 8bein closed and the air which is thus compresse in the cylinder isforced through the pipe 119,through the passage 138 into the chamber130, which forces open the valve 133 and passes into the chamber 131,thence through the screen 120 and pi e 117, through the valve-cylinder103 into t e pipe 115, and thence into the usual supply-tank not shown.Upon the re turn stroke or suction stroke of the piston the air thusforced past the valve 133 is trapped thereby, and the valve 133 remainsclosed during the suction stroke; upon the compression stroke it againopens and permits the compressed air to pass therethrough and throughthe connections before described into" the tank, which action isrepeated so long as the momentum of the flywheels is maintained.

A suitable gage, not shown, may be employed :for determining when theproper pressure has been produced in the tank. It is preferable to stopthe engine after pumping so that the crank stands at about 90 from deadcenter.

In starting up the engine to operate as an air engine the valve 116 isopened, the pin 113 is lifted out of engagement with the notch 112 andthe spring 114 expands and resses the stem 109 against the disk 66. thehandle 48 is moved into starting position, which tilts the operating rod36 upon its fulcrum, the swivel-guide 33, placing the roller 43 incotiperation with the starting cam 75. The handle 127 is also moved intoposition S which turns the plug 122 so that the cam-face 137 pressesdown the stem 135 and opens the valve 133, and although the plug 122 isthus turned partially, the passage 138 still allows communicationbetween the pipe 119 and the chamber 130. Compressed air from the tankpasses through the ipc 115, through the valve-cylinder 103, tirough thepipe 117, screen 120, past the valve 133, through the port 132, throughthe passage 138, through the pipe 119 into the exp osion chamber, andthence into the cylinder and pushes forward the piston, and the crankshaft is thus operated together with the cam-shaft 71. The starting camis ,a double cam, as shown, so that the operating rod 36 is advanced andopens the exhaust valve 9 during each stroke of the piston toward thehead end of the cylinder, and the compressed air within the cylinderescapes through the exhaust valve. During each forward movement of theoperating rod 36, as the disk 66 is also moved forward, the stem 109follows the disk, by reason of the expansion of the spring 114, and thevalve 108 is thus automatically closed early in each return stroke ofthe piston, bein fully closed as soon as the disk 66 is move a distanceequal to that which the valve 108 must move to close; during theremainder of this stroke the disk 66 moves beyond the end of the stem109, and the valve 108 remains closed, so that no compressed air isadmitted to the cylinder during this exhaust stroke. The momentum of thefly-wheels reverses the movement of the piston when the exhaust strokehas been completed, and as soon as the wing of the, starting-cam ridesfrom the roller 43, the spring 42 immediately retracts the operating rod36 so that the disk 66 presses against the end of the stem 109 andadmitting compressed air through the valve cylinder 103 and connectionsbefore described, to the cylinder and-forcing the p1s ton forward, whichaction is repeated until the engine has acquired sufficient momen- 5tum,

and at that time the valve 133 may be shut by placing the handle 127 inposition R. The handle 48 is then placed in position R, whereupon as thepiston moves out it sucks in the fuel, compresses, ignites, exhausts,and otherwise operates as before described, as an internal combustionengine.

Fig. 8 shows another form of mechanism for use in place of the three-wayvalve described. In this form the pipe 117 is connected to the pipe 119,there being an ordinary globe-valve 139 in the pipe 117.; A by-passagearound the valve 139 is provided by pipes 140,v 141, and 142, the formerhaving an ordinary globe-valve 143. The pipe 141 has a check-valve 144which will permit air to pass from the pipe 140 into the pipe 142, butwill prevent its passage in the reverse direction. When the engine isoperating as an internal-combustion engine, globe valves 139 and 143 areclosed. When the engine is pumping, valve 139 is closed and valve 143 isopened, and the air which is compressed in the cylinder of the engine isforced through pipes 119,140, 141 and 142 into pipe 117, beingautomatically trapped against passage backward by the check-valve 144.When the engine is being started by the compressed air, the valve 139 isopened and the compressed air flows from the pipe 117-directly into'pipe119 and thence to the engine cylinder, it being obviouslyimmaterial whether the valve 143 is open or shut during this operation.

By using the check valve 133 or 144, it is made possible to secure thestarting 'air pressure Without the use of extraneous pumps. v

What we claim is 1. A cylinder, a piston therein, a shaft, mechanismcobperatmg with the piston for driving said shaft, valves, cams and alongitudinally and pivotally movable bar operated 'by said shaft forcontrolling said valves and thereby causing the piston to operate byinternal combustion in said cylinder or byfluid pressure.

2. A cylinder, a piston therein, a shaft, mechanism cotiperating withthe piston for driving said shaft, valves, cams and a longitudinally andpivotally movable bar operated by said shaft for controlling said valvesand thereby causing the piston to operate by internal combustion in thecylinder or to compress fluid in said cylinder.

3. A cylinder, a piston therein, a shaft, mechanism cooperating with thepiston for driving said shaft, a series of cams on said shaft, valves,means operated by said cams for controlling said valves and therebycaus- 5 ,ing the piston to operate by internal combustion in thecylinder, or to compress fluid in the cylinder, or tobe operated byfluid pressure in the cylinder, and a valve to regulate the fluidpressure. g

4. A cylinder, a piston therein, an exhaust valve for the cylinder, lingthe admission of fluid pressure to the cylinder, an igniter, a crankshaft cobperating with the piston, a single means operated by the crankshaft for operating both said valves and the igniter, and means formanually varying the operation of said single 'means.

5. A cylinder, a piston therein, an exhaust valve for the cylinder, avalve for controlling the admission of fluid pressure to the cylinder,an igniter, a magneto, a crank shaft cotiperating with the piston, asingle means operated by the crank shaft for oper ating botlr saidvalves and the igniter and magneto, and means for manually varying theoperation of said single means. a

6. A cylinder, a piston therein, an exhaust "al ve for the cylinder, avalve for controlling the admission of fiuidpressure to the cylinder, acheck valve between'the second valve and the cylinder, manuallycontrolled means for allowing fluid to pass by the check valve towardthe cylinder,"a crank shaft cobpe'rating with the piston, and

means operated by the crank shaft for operating the first two valves.

-7. A cylinder,'apiston therein, a valve for A the cylinder, a cam shaftcobperating with the piston, cams on the cam shaft, a reciprocatoryoperating rod for actuating the valve, a swivel guide for supporting oneend of the operating rod. a carrier block attached to the other end ofthe operating rod, a guide supporting the carrier block, a springintermediate the guide and carrier block for retracting the carrierblock and avalve for controloperating rod,, and means for shifting thecarrier block into register with any of the cams.

8. A cylinder, a piston therein, a valve for the cylinder, a cam shaftcooperating with the piston, cams on the cam shaft, a reciprocatoryoperating rod for actuating the valve, a swivel guide for supporting oneend of the operating fed, a carrier block attached to the other end ofthe operating rod, a guide supporting the carrier block, 7

a spring intermediate the guide and carrier block for retracting thecarrier block and operating rod. means for shifting the carrier blockinto register with any of the cams, and means for engaging the carrierblock and preventing retraction of the same when the speed of the camshaft exceeds a certain point. 9

9. A cylinder, 2. piston therein, a valve. for the cylinder, a cam shaftcobperating with the piston, cams on the cam shaft, a reciprocatoryoperating rod intermediate the cam shaft and valve for actuating thelatter, a swivel guide supporting one end of the operating rod, meansfor swinging said operating rod into register with any of said cams, anigniter, a magneto, mechanism for operating the igniter and magneto, andadjustable means on the operating rod for operating said mechanism.

10. A cylinder, a piston therein, a valve for the. cylinder, a cam shaftcooperating with the piston, cams on the cam shaft, a reciprocatoryoperating rod for actuating the valve, a swivel guide supporting one endof the operating rod, acarrier block attached to the other end of theoperating rod, a guide comprising a lower member, and a detachable uppermember between which the carrier block works, and means carried by theupper block for swinging the carrier block laterally.

In testimony whereof, we have hereunto set our hands at Los Angeles,California this 17th day of May 1905.

OT IIO C. DURYEA. MORRIS C. WHITE. In presence of GEORGE T. I'IACKLEY,Fnnonmon S. LYON.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, 1). C.

